Automatic railway gate



Jan. 21, 1930.

c. s. GROVE 7 1,744,628

AUTOMATI C RAILWAY GATE F e June 1928 3 Sheets-Sheet 1 llllllln Carzzgh'aa 6. row/c Jan. 21, 1930.

c. s. GROVE 1,744,628

AUTOMATIC RAILWAY GATE Filed June 13, 1928 3 Sheets-Sheet 2 Jan 21, 1930. Q s GRQVE 1,744,628

AUTOMATIC RAILWAY GATE Fi-le n? 1 1928 5 Sheets-Sheet 3 orngliua 5. &rov6

Patented Jan. 21, 1930 UNITED STATES PATENT OFFICE AUTOMATIC BAILWZAY GATE Application filed June 13,

This invention relates to automatic railway gates for protecting highway grade crossings. The general object of the invention is to provide exceptionally simple and efficient 5 means by which a train, approaching such crossing will lower the gate, and, after passing the crossing, will restore the gate to its raised position. I

In order that the invention may be readily is understood, reference is had to the accompanying drawings forming part of this specification, and in which:

Fig. 1 is a plan view illustrating a portion of railway track and one of my improved 15 gates mountea adjacent thereto;

Fig. 2 is a side elevation thereof; Fig. 3 is an enlarged, fragmentary plan view of the gate operating mechanism;

Fig. 3 is a fragmentary elevation illustrat- 20 ing the outer end of the operating shaft and associated elements, parts being in section;

Fig. 4 is a sectional elevation, taken substantially on the line 4-4 of Fig. 3, looking in the direction of the arrows;

Fig. 5 is an enlarged plan view of the trainoperated mechanism, showing a slightly modified construction;

Fig. 6 is a vertical longitudinal section thereof, parts being in elevation; and

' Fig. 7 is a transverse section substantially on the line 77 of Fig. 6, looking in the direction of the arrows.

Referring to the drawings in detail, my improved gate preferably comprises, as usual in such devices, a pair of longitudinal bars 1, spaced apart at one end and converging and secured together at the other end, as shown at 2. The ends of the bars opposite the end 2 are provided with suitable counter weights 3, as shown.

My improved gate, thus constructed, is pivotally mounted on a shaft 4 in such a manner that it is substantially balanced, whereby it will remain in any position to which it is moved. The shaft 4 is 'journalled between a pair of vertical, spaced, parallel plates 5, constituting a supporting frame. It will be understood that the two bars 1 composing the gate straddle this frame, and that each bar is rigidly secured to the end of the shaft 4,

1928. Serial No. 285,026.

which projects beyond the frame 5. Suitable spacing collars are also secured to the shaft 4, to hold it 1n pos1t1on.

In Fig. 3 the space between the plates 5 is 1 shown as open, but in practice 1 preferably enclose this space by means of a sheet metal or other cover 6, as shown in Fig. 1.

In order to limit the downward movement of the gate and bring it to rest in a substantially horizontal position, I provide a stop pin 7 which extends through the plates 5 at the edge thereof furthest removed from the shaft 4, so that he bars of the gate engage the pro jecting ends of this pin, as well illustrated in Figs. 2, 3 and 4.

In order to turn the shaft 4 so as to cause the gate to swing in a vertical plane, I rigidly mount on such shaft at a point between the plates 5, a gear wheel 8. Meshing with this gear wheel is a segmental arcuate rack 9 secured to a shaft 10, also journalled in the plates 5. Likewise rigidly secured to this shaft 10 is a gear wheel 11, and meshing with this gear wheel is another segmental, arcuate rack 12, which is itself rigidly secured to an operating shaft 13.

This shaft 13 is journalled in the plates 5, but extends at one side to a considerable distance beyond the gate. The extended end of this shaft may be supported and journalled in a bracket 14 mounted upon a suitable base.

To the extreme end of the shaft 13 beyond the bracket 14 is secured a crank arm 15. This is preferably in the form of an inverted T, the cross bar of which extends below and axially of said shaft 13, and is provided near each end with a hole or notch 15, adapted to receive the pull rods now to be described.

Two of these pull rods, designated by the reference numerals 16 and 17 are employed, and these extend to train-operated mechanisms disposed at each side of the gate, and designated respectively B and A, in Fig. 2.

As will be obvious, these pull rods extend through the notches 15 in the crank arm 15 from opposite sides, and each pull rod projects somewhat beyond the crank arm. To this projecting end of each pull rod is adjust-ably secured a collar 19, and between each collar 19 and the adjacent side of the crank arm 15 is disposed a helical compression spring 18, surrounding the rod.

The track mechanisms which I employ for operating the pull rods are conventionally illustrated in Figs. 1 and 2, while the preferred form of such mechanism is shown more in detail in Figs. 5, 6 and 7, and since the same numerals are employed to designate similar parts in all of the views, reference may be had to Figs. 57, as well as Figs. 1 and 2, for an understanding of the construction.

As each mechanism A and B is identical in construction, a description of one will suflice for both. The end of the pull rod 16 or 17 is connected to one end of a bell crank lever 20, pivoted at 21 to a suitable support 22, which, in Figs. 1 and 2 is conventionally shown as secured to the cross ties Y. The other arm of the bell crank 20, which is substantially horizontal, carries a transversely extending pin 23 on which bears a projection 24 formed at the lower side of a train-operated lever. This lever comprises tvo superposed sections and 27 of similar length and width, these sections being pivoted together at one end about a vertically extending pin 28, and the lower section 25 being pivoted to the track rail X by means of a horizontal pin or bolt 26. The two sections 25 and 27 are normally held in registry with each other by means of a suitable spring, such as 29 (see Fig. 6) secured at one end to the lower section 25, as indicated at 29. Furthermore, the free end of the upper section 2'? is rounded or beveled off vertically, as indicated at 27 in Fig. 5. The purpose of providing the upper section 27 and of forming it with a beveled end is so that the composite lever 2527 will be operated by trains going in one direction only. If a train is moving in the other section, the wheels will engage the rounded nose 27 of the section 27, and will deflect it laterally without depressing the composite lever.

The levers, as shown, however, are arranged for operation by trains moving from left to right in the drawings. It will be seen that the upper surface of the section 27 is slightly inclined and projects somewhat at its free end above the level of the tread of the rail. It will therefore be apparent that as each wheel of a train traveling in the direction of the arrows, passes over the composite lever 25-27 such lever will be depressed and caused to turn about its pivot 26, the projection 24 pressing down upon the pin 23 and thus swinging the bell crank lever 20 about its pivot in such a manner as to causev it to exert a momentary pull on the associated pull rod.

Assuming the gate to be in its raised or inoperative position, as shown in dotted lines in Fig. 2, and assuming a train to be approaching the gate from the left, the wheels passing over the lever of the track mechanism A will exert a succession of pulls or impulses on the pull rod 17. Each of these pulls will serve to compress the spring 18, carried by such rod, and will cause it to exert a pressure upon the crank arm 15 in such manner that turning impulses are imparted to the shaft 13. These impulses are in a direction opposite to that indicated by the arrows in Fig. 4, whereby the segmental rack 12 is swung toward the left, thus turning the gear 8 also toward the left and bringing the gate against the stop pin 7 in substantially horizontal position, as shown in Figs. 2 and 4.

After the train has passed the crossing, the wheels engage the composite lever of the track mechanism B and thus exert a similar seriesof pulls or impulses on the rod 16. This, through the medium of the spring 18, as before, tends to turn the segmental rack 12 in the direction of the arrow, shown in Fig. 4, with the result that the gear Wheel 8 is rotated clockwise, and the gate restored to the vertical position shown in dotted lines in Fig. 2.

It will be noted that the series of impulses thus transmitted from the wheels of a passing train to the springs 18 are so rapid that the pressure exerted by these springs against the .crank arm 15 is practically continuous. In any event, the momentum of the moving parts is such that the effect of the separate impulses is obliterated, and the result is that the gate swings smoothly and uninterruptedly from one of its extreme positions to the other. In the event that a train should move very slowly over the track levers, or if it should come to rest with the wheels bearing upon one of them, the corresponding spring 18 would be similarly compressed, and the gate operated.

It will thus be seen that by transmitting the power of the wheels to the gate operating gearing through the springs 18, these springs absorb and smooth out the separate impulses and produce in effect a continuous torque on such gearing.

In addition to the cover 6, I preferably provide a casing or housing 30, as shown in Fig. 1 for enclosing the ends of the pull rods and shaft 13, together with the associated springs, so as to protect them from the elements.

Referring again to Figs. 5, 6 and 7, I have illustrated the details of construction of one desired form of track mechanism. In this construction the lever 20 is secured to a shaft 31, journalled in opposite walls of a box or casing 32, which may be set in the ground, preferably on a concrete base 33. This box or casing is provided with a cover 34 having an opening 34 therein, through which the extension 24 works. The pull rod, such as 16, may pass horizontally through a suitable stufling box 35, and may then extend first downwardly, as at 16', and thence horizontally as at 16, to the bell crank lever 20. In

order to keep the parts thoroughly lubricated, I may nearly fill this box or casing with suitable heavy oil or grease, as shown in Fig. 6. As some water will inevitably enter the box, I provide overflow openings 36, just above the normal level of the oil, so that any water collecting in the box can escape.

That I claim is 1. Railway gate mechanism comprising a gate pivoted to swing in a vertical plane and so balanced that it will remain in any position to which it is moved, gearing for turning said gate on its pivot, said gearing including a crank arm adjacent the gate, a train-operated lever, a pull rod extending from said train-operated lever and passing loosely through said crank arm, a collar on said pull rod, and a compression spring surrounding sa d pull rod and interposed between said coli and crank arm.

2. Railway gateianechanism comprising a gate pivoted to swing in a vertical plane and so balanced that it will remain in any position to which it is moved, gearing for turning said gate on its pivot, said gearing including a crank arm adjacent the gate, a pair of trainoperated levers, one at each side of said gate, pull rods extending from said levers to said crank arm, and springs interposed between said pull rods and said crank arm, said springs bearing on opposite sides of said crank arm.

Railway gate mechanism comprising a gate pivoted to swing in a vertical plane and so balanced that it Will remain in any position to which it is moved, gearing for turning said gate on its pivot, said gearing including a crank arm adjacent the gate, a gate lowering train-operated lever at one side of the gate, a gate restoring train-operated lever at the other side of the gate, pull rods extending from said respective levers to said crank arm and passing loosely through the same, and a compression spring interposed between each pull rod and said crank arm, said springs surrounding the projecting end portions of said rods and bearing against opposite sides of said crank arm.

In testimony whereof I aflix my signature.

CORNELIUS S. GROVE. 

